Heater for railroad-cars



(No Model.) K

D. SPRINGER & O. A. SPRING.

v HEATER FOR RAILROAD CARS. No. 404,316; Patented May 28, 1889.

W/T/VESSES: m/ vmrow:

UNITED STATES PATENT OFFICE.

DAVID SPRINGER AND CHARLES A. SPRING, OF .ROYERS FORD, PENNSYLVANIA.

HEATER FOR RAILROAD-CARS.

SPECIFICATION forming part of Letters Patent No. 404,316, dated May 28, 1889.

T0 aZZ whom it may concern.-

Be it known that we, DAVID SPRINGER and CHARLES A. SPRING, both citizens of the United States, and residents of Royers Ford, Montgomery county, State of Pennsylvania, have invented certain new and useful Improvements in Heaters for Railroad-Oars, of which the following is a full, clear, and exact description.

Our invention consists of a simple and economical device for heating railway-cars by means of hot air injected into the smokestack by a series of pipes from a fan or air pump, each pipe passing from the pump into the stack and upward therein, and then curving and passing downward out of the bottom of the stack and between the boiler proper and the jacket. A series of several of these pipes then pass out of each side of the base of the stack. After passing down between the shell and jacket the pipes of each series on either side of the engine unite in a common pipe, tube, or conductor, each of which latter is connected by flexible tubing between the engine and tender and between the tender and the passenger-car. The tubing 'at all points where it is exposed to the influence of outside air is covered by an asbestus or other non-conducting coating. The fan-pump which supplies the air to be heated is located upon a convenient part of the engine, and is driven by a small donkey-engine, whereby the air-supply is continued when the train is at rest. The heated airis carried through the cars by metallic conductors located upon each side near the floor of each car, and this air escapes at the rear of the train.

In the drawings, Figure 1 is a side elevation of a train provided with our device; Fig. 2, a broken plan view of the same as applied to the locomotive; Fig. 3, abroken horizontal sectional View showing the application .of the hot-air conduits in the cars; Fig. 4, a broken cross -sectional view of a car, showing the method of carrying the air into the side eonduits; Fig. 5, a broken perspective View of one of the car-conduits, showing the short curved tube to which the flexible connectingtube is attached; Fig. 6, a cross-sectional view of one of the flexible tubes with its non-con- Serial No. 802,832. (No model.)

ducting packing; Fig. 7, a broken elevation of one of the tubes in the stack, the latter being shown in dotted lines.

A is a locomotive.

B is the jacket surrounding the locomotiveboiler.

B is the steam-boiler.

O is a fan-pump; D, a donkey-engine; D, the belt connecting the drive-wheels. of the donkey-engine and the fan-pump; E, a cluster of tubes leading from the fan-pump into the lower part of smoke-stack F.

E E are two series of the pipes from the stack passing around the boiler; G G, the two pipes in which, respectively, series of tubes E E unite.

H is the tender; 1, the car to be heated; J, the flexible pipes between the vehicles of the train; K, the curved nozzles or short tubes from the conduits L L in the cars to be heated, to which nozzles the flexible connections are attached.

M is the non-conducting coating.

The tubes in the stack are set straight up and down around the interior wall of the latter to avoid any retardation of the draft through the stack. By carrying the pipes in several series around the outer surface of boiler B we secure a secondary heating of them after they leave the stack without drawing upon the steam produced in the boiler to accomplish our purpose. This division into a number of pipes enables us to spread them closely to and over the surface of the boiler B. There is also a double heater of the pipes in the stack through the pipes entering at the botton1,passing to the upper part thereof and then returning downwardly close to the point of entrance. The jacket B, being outside the series E E, prevents the radiation of heat from them,to agreat degree, to the extent to which it covers them.

The donkey-engine and the fan or air pump may be located at any convenient part of the locomotive.

WVhat we claim as new is The system of heating railway-ears, consisting of a fan or air pump driven by an engine separate from that of the locomotive and located upon the latter, a cluster of several 10 ducting the heated air thence through a sys tem of flexible non-conducting tubes from car to car, and through each car by hot-air eonduetors located above the floors thereof, substantiaily as described.

DAVID SPRINGER. CHARLES A. SPRING.

\Vitnesses:

OLIVER B. JONES, ROBERT STEEL. 

